Admission-valve for gas-engines.



G. B. PETSGHE.

ADMISSION VALVE FOR GAS ENGINES.

APPLICATION FILED JAN. 9, 1905.

Patented Jan. 12, 1909.

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G. B. PETSGHE. ADMISSION VALVE FOR GAS ENGINES.

APPLICATION rum) JAN. 9, 1905.

909,214. I Patented Jan. 12,1909.

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G. B. PBTSGHE. ADMISSION VALVE FOR GAS ENGINES.

APPLICATION FILED JAN. 9, 1905.

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STATE% FATENT GUSTAV B. PETSOHE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNORTO SOUTHWARK FOUN- DRY & MACHINE COMPANY, OF PHILADELPHIA, PENNSYLVANIA,A CORPORATION OF PENN SYLVAN IA.

ADMISSION-VALVE FOB GAS-ENGINES.

Specification of Letters Patent.

Patented Jan. 12, 1909.

T 0 all whom it may concern:

Be it known that I, GUSTAV B. Pn'rsonn, a subject of the Emperor ofGermany, residing in the city and county of Philadelphia, in the Stateof Pennsylvania, have invented a certain new and useful Improve ment inAdmission-Valves for Gas-Engines, of which the following is a true andexact description, reference being had to the accompanying drawings,which form a part thereof.

My invention relates to gas engines and has for its object to provide animproved admission valve and valve actuating mechanism for use with suchengines.

My invention is characterized by the provision of novel means foroperating the admission valve mechanism, so that the air and gas mixtureis formed of such proportions and so admitted as to give the bestresults under varying conditions of service.

By means which I prefer to employ, the character of the air and gasmixture may be varied manually at will by varying the area of one of theadmission ports and the opening of the air and gas ports into the mixingchamber is controlled by a governor responsive to speed conditions ofthe engine while the opening of the mixing chamber to the enginecylinder is independent of the governor, but occurs at a point fixedwith reference to travel of the engine piston.

My invention has also to do with the general simplification of the valvemechanism, and will be best understood as described in connection withthe drawings in which it is illustrated, and in which Figure 1, is aside elevation of a gas engine embodying my improvements. Fig. 2, is aside elevation on a larger scale showing the engine cylinder, the valvesand valve actuating mechanism. Fig. 3, is a crosssectional view takenthrough the cylinder and exhaust valve on the line of Fig. 2. Fig. i, isa similar sectional view of the cylinder showing the admission valve andits connections in section, and Fig. 5, is a perspective and partlydissected view showing the mechanism by which the governor acts upon thehook detaching device and its actuating mechanism.

A, indicates the bed plate of the engine, A, the housing for the mainshaft, A the main frame casting of the engine; A the base on which thecylinder is supported and I r l l E 1 i i A the base and guideway forthe end of the shaft.

B, is the engine cylinder on which is supported, as shown in Figs. 3 and4, upright standards B B etc, one at each end of the cylinder.

B B are brackets supported on the side of the cylinder, as shown, and13*, indicates the piston rod.

C, and C indicate the admission valves. D, and D the exhaust valves.

E, E, are guides supported on the brackets B, and having parallelguideways Ff, for the cam supporting blocks to be described. They alsosupport the lugs or bearings E E which in turn support the lever pivotsE.

F, and F are rock levers placed to work with the front pair ofreciprocating cams.

G, and G are similar rock levers placed so as to work in connection withthe rear pair of reciprocating cams.

H, H, etc, are the cam blocks supporting cams I, I and J", J. These camblocks or slides are connected with the front and rear reciprocatingrods H, and H which are in turn connected through the rods I-I and Hwith the levers H, and II which, through the connecting rods H and H arecoupled to the eccentrics H and H on a shaft H to which shaft is also attached the bevel gear H driven through a bevel gear H, by a shaft Iwhich in turn is driven through the bevels H and H", by the main shaft Hof the engine. The eccentrics are placed at 90 apart in order to givethe proper motions to the two series of cams. The general arrangement ofcams and cam actuating mechanism described when nsed to actuate thevalves of a gas engine is new with me and forms the subject matter ofanother application for Letters Patent filed December 30, 1904, SerialNumber 238,917.

Referring now to the admission valve; K, indicates the admission valvecasing provided, as shown, with an air admission port K, and a gasadmission port K the gas admission port, by preference, opening upward,as indicated at K and this gas port being also preferably regulated inarea by the shifting up and down of the sleeve K, which has a screwthread engagement with a vertical wall around which it lies and isturned, and in consequence moved up or down by the turning of the gearwheel K the teeth of which engage with teeth on the outer surface of thesleeve and the gear wheel'bein'g turned through its spindle K, which, asshown, extends through the bottom of the valve casing K.

K is a chamber in the valve casing which may be called a mixing chamberand which opens through the valve seated port K, into the enginecylinder.

K indicates the head or cover of the valve casing and is centrallyperforated as shown-to give passage to the valve stems to be described.

L, isa valve'stem, the lower end of which is secured to valve L, whichis, by preference formed and adapted as shown to cover and close the gasport K and also the annular ports which are surrounded by the gas portand by which the air and gas pass to the mixing chamber K Passingthrough the sleeve L, is the valve stem M, to the lower end of which issecured the main valve M, and to the upper end of which is secured therock lever N, supported on one of the standards B and having its otherend connected through heads N, and rods N with one of the rock leversactuated by the reciprocating cams, the connection, as described in myformer application, already referred to, being for the admission valvesof the same cylinder with, at one end of the cylinder, a rock leveractuated by the front cam, and for the other end of the cylinder of arock lever actuated by a rear cam. In the construction shown the rocklever N, connected with the valve spindle M, is provided with a thirdarm N, which through links N, -N*, connect withthe pivots N, N, atoneend of the T like rock levers N N said levers N turning freely on theshort shafts O, and carrying at the other ends of their arms the pivotpins N on which is journaled the hook T, having the arm T, with the hookT at its end, and having also the lower arm T extending below the hook,as is well shown in Figs. 4 and 5.

To the outer end of the sleeved stem L, is pivotally attached the outerarms of a lever O, secured to the shaft 0, and having the upwardlyextending arms 0 0 the ends of which are connected by the hook engagingbar, indicated at 0 The shaft 0, supports between the lever arms O, O,the hook disengaging cam, indicated at S, the cam having an oscillatorymotion on the shaft 0, imparted to it through the lever arm S and themechanism I am about to describe.

I impart motion to the hook disengaging "cam in the constructionillustrated from one the upper end of a lever S secured to a rock shaftS supported in a bracket extending out from one of the brackets B andhaving attached to it the second levearm indicated at S which through alink S, connects with the arm S of a lever S S pivoted at S, and havingits arm S connected through a link S, with a lever arm S attached to thedisengaging cam. The pivot S, is adjustable, being secured on the end ofa lever arm S attached to one end of a rock shaft S to the other end ofwhich rock shaft is attached the lever S which through a rod or rods,indicated at S and a bell crank lever S, is connected with a governor,indicated at S. V The internal construction of the exhaust valves,indicated at D, D is shown in Fig. P, indicating the valve casing formedwith a cylindrical opening P, at top, the bottom of the casing beingformed by a detachable sleeve seat indicated at P the valve seat properbeing indicated at P Q, indicates the cylindrical body of the watercooled exhaust valve moving in the cylindrical portion P, and Q thevalve proper adapted to seat itself on the seat P The exhaust valves areactuated through rods "1, extending up and connecting at their tops withrock levers of the two sets of rock levers already described so that thetwo valves at the opposite ends of the cylinder are actuated by cams ofthe different sets.

The construction of the exhaust valve shown is new with me and forms thesubject matter of my application filed March 7,1906, Serial Number30%,626, while the general scheme of actuating both the admission andexhaust valves through the reciprocating cams, forms, as already stated,the subject matter of my application filed December 80, 1904, SerialNumber 238,917.

It will be understood that the two rows of reciprocating cams are soplaced and shaped that they will through the appropriate rock leversdirectly acted on by the cams through the rods N and levers N, open andclose the valves M, at the proper times. It will also be obvious thatthe valve L, will also be opened at or nearly at the time when the valveM, opens by the engagement of the hook T with a crossbar O, the valve L,being lifted as the valve M, descends and permitting the flow of bothair and gas into the mixing chamber K and through the port K to theengine cylinder. The closing of the valve L, can either take place at orabout the time of the closing of the valve 1 which would be the case ifthe hook remained in engagementwith the bar 0 or it may take place atany time before the closing of the main valve after the hook isdisengaged from the bar 0", and this disengagement is provided for bythe oscillating cam S, which, when moved in an anti-clockwise directioncomes in contact with the arm T of the hooked lever raising this arm andwith it the hook to disengage the bar The extent of oscillatory motiongiven to the cam S is constant and effected by the reciprocatory motionof the rod H, but in addition to this constant motion, the angularposition of the cam on the shaft 0, is shifted by the action of thegovernor which by oscillating the shaft S, moves the pivot carryinglever 8, up or down so as to shift the position of the pivot S, which asis obvious from the diagrammatic figure, Fig. 5, will have the effect ofshifting the angular position of the cam on the shaft 0, andconsequently of varying the time when this cam will act to disengage thehook lever.

My invention is obviously capable of various modifications and changes,both in the construction of the valve itself and of the mechanism foractuating the hook disengaging device or even for actuating the hook. Ido not therefore limit myself to the exact construction shown exceptwhere my claims are specifically drawn to embody such limitations.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent is,

1. In a gas engine having an inlet valve casing with separate ports forthe admission of gas and air, a mixing chamber and a port leading fromthe mixing chamber to the engine cylinder, the combination with saidcasing of a device for contracting at will the area of one of theadmission ports leading to the mixing chamber, a valve for opening andclosing the port leading to the cylinder, a valve for opening andclosing both of the ports leading to the mixing chamber, means includinga reciprocating disengageable hook for opening said mixing chambervalve, means for reciprocating said hook in fixed relation to themovements of the engine piston, a hook disengaging device, means foractuating said iook disengaging device in normally fixed relation to themovements of the piston, and means actuated. by a governor, for varyingthe path of movement of the disengaging device.

2. In a gas engine having an inlet valve casing provided with a mixingchamber and separate air and gas ports leading to said mixing chamber,one wall of the gas'portbeing cylindrical, and a port leading from themixing chamber to the engine cylinder, a collar adjustable along thecylindrical wall of the gas port for varying at will the area of the gasport, means without the casing for adjusting the collar, a valve foropening and closing connnunication between the air and gas ports and themixing chamber, a valve for opening and closing the port leading fromthe mixing chamber to the engine cylinder, a governor, means for openingand closing said valves, said means including connections from thegovernor for varying the operation of the valve controllingcommunication between the air and gas ports and the mixing chamber.

GUSTAV B. PETSOHE.

lVitnesses CHAS. F. MYERS, D. STEWART.

